EP1826385B1 - Procédé destiné au fonctionnement d'un système d'injection d'un moteur à combustion interne - Google Patents

Procédé destiné au fonctionnement d'un système d'injection d'un moteur à combustion interne Download PDF

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Publication number
EP1826385B1
EP1826385B1 EP20070100580 EP07100580A EP1826385B1 EP 1826385 B1 EP1826385 B1 EP 1826385B1 EP 20070100580 EP20070100580 EP 20070100580 EP 07100580 A EP07100580 A EP 07100580A EP 1826385 B1 EP1826385 B1 EP 1826385B1
Authority
EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
activation duration
speed
pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP20070100580
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German (de)
English (en)
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EP1826385A1 (fr
Inventor
Thomas Dingler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1826385A1 publication Critical patent/EP1826385A1/fr
Application granted granted Critical
Publication of EP1826385B1 publication Critical patent/EP1826385B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D2041/227—Limping Home, i.e. taking specific engine control measures at abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • F02D2200/0604—Estimation of fuel pressure

Definitions

  • the invention relates to a method for operating an injection system of an internal combustion engine according to the preamble of claim 1.
  • the object of the invention is to develop a generic method for operating an injection system of an internal combustion engine to the effect that even in systems where a pressure control with a pressure control valve is not possible, in the event of failure of the pressure sensor emergency operation of the vehicle is possible, so as to achieve a safe parking or a service operation.
  • the basic idea of the invention is to provide a replacement control loop which, in the event of a failure of the pressure sensor, permits limited emergency operation of the vehicle.
  • This is inventively achieved in that in a failure of the pressure sensor, the control duration of the injectors and the target speed operating point dependent are kept constant in a first step. In this way, the amount injected by injectors depends solely on the pressure in the pressure accumulator, the so-called rail. If the speed increases, the pressure is too high. If the speed drops, the pressure is too low.
  • the control deviation of the speed is now used as input for the pressure regulator and the speed of the internal combustion engine is controlled by a manipulated variable of the metering unit to a constant value. Due to this closed control loop, an excessive rail pressure leads to an increased speed and thus in the rail pressure regulator to close the metering unit. This results in a reduced pump delivery. This in turn results in a reduced rail pressure, resulting in a reduced injection quantity and thus in turn a lower speed. By contrast, too small a rail pressure leads to a decrease in the speed and thus to the opening of the metering unit. This leads to an increased pump delivery, resulting in an increased rail pressure, which in turn results in an increased injection quantity and this in turn leads to a higher speed. By means of these measures, the rail pressure can be maintained in a range permissible for the system and an emergency running program can be realized with the constant speed.
  • Another advantageous embodiment of the method in which an increased quantity requirement is detected, for example, during start-up, provides that the activation duration is switched to a greater value as a function of signals indicating the position of a clutch and / or a transmission and / or the speed of the vehicle and / or the position of the accelerator pedal.
  • the activation duration is preferably changed in stages, specifically as a function of the accelerator pedal position. There are preferably three stages provided, i. it only reacts to big changes of the gas pedal. In a first stage, the activation duration is extended if an accelerator operation characterizing an acceleration process of the vehicle is present. In a second stage, the driving time is not changed when there is an accelerator pedal position characterizing a constant speed of the vehicle. And in a third position, the drive duration is reduced at a throttle speed characterizing accelerator pedal position.
  • a rapid adaptation of the metering unit may be provided, for example, upon detection of critical operating points, e.g. the clutch pedal is pressed. In this case, an increased fuel delivery amount from the metering unit - e.g. to start - to be set.
  • FIG. 1 a block diagram of an injection system of an internal combustion engine for explaining the method according to the invention is shown schematically.
  • an embodiment of an injection system of an internal combustion engine 310 is shown schematically.
  • the internal combustion engine 310 has controllable injectors 321, 322, 323, 324, by means of which fuel is injected into the combustion chambers 331, 332, 333, 334 of the internal combustion engine 310.
  • the fuel is injected under high pressure into the combustion chambers 331, 332, 333, 334.
  • a memory 300 is provided, a so-called rail, in which the fuel is stored under high pressure. All injectors 321, 322, 323, 324 are powered by this memory 300.
  • the pressure in the reservoir 300 is generated by a feed pump 210 whose feed is controlled by a metering unit 200.
  • a pressure sensor 305 is arranged, the output signal of which is supplied to a rail pressure regulator 110, which is part of a control unit 400.
  • the rail pressure controller 110 determines a manipulated variable 120 of the metering unit 200, which is determined as a function of a rail pressure control deviation.
  • the rail pressure regulator 110 is supplied with a selection of input variables, for example a signal characterizing the accelerator pedal travel, a signal characterizing the clutch position, a signal characterizing the engaged gear of a transmission, as in FIG the figure schematically indicated by a block 130.
  • the drive duration of the injectors 321, 322, 323, 324 is also calculated.
  • the rotational speed of the internal combustion engine is regulated by a manipulated variable of the metering unit 200 to a constant value in the manner described below.
  • a target speed 150 is specified depending on the accelerator pedal position.
  • the desired speed 150 is subtracted from the currently prevailing speed 140 in a computing element 160 that is part of the controller 400. In the rail pressure controller 110, this difference (control deviation) is now regulated to the value 0, so that the current speed 140 corresponds to the setpoint speed 150.
  • one or more constant values are stored in the control unit, which values are predefined as a function of the operating state.
  • the current speed 140 is therefore kept constant only by a change in the pressure in the rail 300, which is changed by the position of the metering unit 200.
  • a longer actuation duration is predetermined.
  • an operating state which can be concluded with an unchanged accelerator pedal position on an unchanged speed of the vehicle.
  • the driving time is maintained.
  • an operating state of the motor vehicle which is indicative of a reduction in the speed, that is, when the accelerator pedal is operated so that the accelerator pedal travel is reduced - ie "gas taken away" -, the driving time is reduced by the metering unit 200.
  • a change in the activation duration can also be carried out as a function of the clutch pedal travel or of the transmission information as well as directly on the driving speed. For example, when the vehicle speed is increased or the transmission ratio is changed to a longer driving time, e.g. be switched by means of a ramp.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (7)

  1. Procédé pour le fonctionnement d'un système d'injection d'un moteur à combustion interne, dans lequel du carburant est refoulé au moyen d'une pompe dont l'afflux est commandé par une unité de dosage (200), dans un accumulateur (300) et de là est injecté au moyen d'injecteurs commandables (321, 322, 323, 324) dans des chambres de combustion (331, 332, 333, 334) du moteur à combustion interne (310), un capteur de pression (305) fournissant un signal de pression qui caractérise la pression dans l'accumulateur (300), caractérisé en ce que dans le cas d'une panne du capteur de pression (305), la durée de commande des injecteurs (321, 322, 323, 324) dans une première étape est maintenue constante, et le régime du moteur à combustion interne (310) est régulé à une valeur constante par une grandeur de commande de l'unité de dosage (200).
  2. Procédé selon la revendication 1, caractérisé en ce que dans une autre étape, à partir de la durée de commande maintenue constante, la durée de commande des injecteurs (321, 322, 323, 324) est modifiée en fonction de l'état de fonctionnement du moteur à combustion interne (310) et/ou du véhicule qui entraîne le moteur à combustion interne (310).
  3. Procédé selon la revendication 2, caractérisé en ce que la durée de commande est commutée à une plus grande valeur et en fonction de signaux qui caractérisent la position d'un embrayage et/ou d'une boîte de vitesses et/ou la vitesse du véhicule et/ou de la position de la pédale d'accélérateur.
  4. Procédé selon la revendication 3, caractérisé en ce que la durée de commande est modifiée par incréments en fonction de la position de la pédale d'accélérateur.
  5. Procédé selon la revendication 4, caractérisé en ce que la durée de commande est modifiée en fonction de la position de la pédale d'accélérateur en trois incréments, de telle sorte que la durée de commande soit prolongée pour une position de la pédale d'accélérateur caractérisant une opération d'accélération du véhicule, la durée de commande ne soit pas modifiée pour une position de la pédale d'accélérateur caractérisant une vitesse constante du véhicule, et la durée de commande soit réduite pour une position de la pédale d'accélérateur caractérisant une diminution de la vitesse.
  6. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'unité de dosage (200) peut être commandée en fonction de points de fonctionnement du moteur à combustion interne (310).
  7. Procédé selon la revendication 6, caractérisé en ce qu'une quantité refoulée de carburant accrue est ajustée par l'unité de dosage (200) dans le cas d'un actionnement de l'embrayage.
EP20070100580 2006-02-28 2007-01-16 Procédé destiné au fonctionnement d'un système d'injection d'un moteur à combustion interne Expired - Fee Related EP1826385B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE200610009068 DE102006009068A1 (de) 2006-02-28 2006-02-28 Verfahren zum Betreiben eines Einspritzsystems einer Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1826385A1 EP1826385A1 (fr) 2007-08-29
EP1826385B1 true EP1826385B1 (fr) 2009-08-12

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EP (1) EP1826385B1 (fr)
DE (2) DE102006009068A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008021581B3 (de) * 2008-04-30 2009-11-26 Continental Automotive Gmbh Verfahren zur Bestimmung des Raildruckes in einem Common-Rail-System und Common-Rail-Einspritzsystem
DE102008022590B3 (de) * 2008-05-07 2009-11-12 Continental Automotive Gmbh Notlaufbetrieb-Verfahren für eine Brennkraftmaschine
DE102008035985B4 (de) * 2008-08-01 2010-07-08 Continental Automotive Gmbh Verfahren und Vorrichtung zur Regelung des Kraftstoffdruckes im Druckspeicher eines Common-Rail-Einspritzsystems
DE102009018654B3 (de) * 2009-04-23 2011-01-05 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102009050468B4 (de) 2009-10-23 2017-03-16 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
DE102009050467B4 (de) 2009-10-23 2017-04-06 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung und Regelung einer Brennkraftmaschine
DE102016212671B4 (de) * 2016-07-12 2018-05-30 Continental Automotive Gmbh Ansteuerverfahren zum Ansteuern eines Einlassventils einer Kraftstoffhochdruckpumpe und Kraftstoffeinspritzsystem

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6024064A (en) * 1996-08-09 2000-02-15 Denso Corporation High pressure fuel injection system for internal combustion engine
DE10014737A1 (de) * 2000-03-24 2001-10-11 Bosch Gmbh Robert Verfahren zur Bestimmung des Raildrucks eines Einspritzventils mit einem piezoelektrischen Aktor
DE10155247B4 (de) * 2001-11-09 2006-08-24 Siemens Ag Einspritzanlage mit Notlauffunktion
DE10157641C2 (de) * 2001-11-24 2003-09-25 Mtu Friedrichshafen Gmbh Verfahren zur Steuerung einer Brennkraftmaschine
JP2005337182A (ja) * 2004-05-28 2005-12-08 Mitsubishi Electric Corp 内燃機関の燃圧制御装置

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EP1826385A1 (fr) 2007-08-29
DE102006009068A1 (de) 2007-08-30
DE502007001265D1 (de) 2009-09-24

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